Internal-combustion engine



Oct. 2l, 1952 A. SCHWARZ i INTERNAL-COMBUSTION ENGINE 8 Sheets-Sheet 1 liled Jan. 22, 1948 gan AMS Wwm" ATTORNEYS Oct. 21, 1952 A. scHwARz y 2,614,546

INTERNAL-COMBUSTION ENGINE Filed Jan. 22, 1948' s sheets-sheet 2 ATTORNEYS Oct. 21, 1952 A SCHWARZ INTERNAL-COMBUSTION ENGINE a sheets-sheet s Filed Jan. 22, 1948 INVENTOR /74 /75 @454.4 Smm BY 22am; whmw MTTORNEYS Oct. 21, 1952 A. scHwARz INTERNAL-COMBUSTION ENGINE Filed Jan. 22, 1948 8 Sheets-Sheetv 4 Oct. 2l, 1952 A, 5HWARZ 2,614,546

INTERNAL-COMBUSTION ENGINE l Filed Jan. 22, 1948 8 Sheets-Sheet 5 ATTORNEYS Oct. 21, 1952 A SCHWARZ 2,614,546i

INTERNAL-COMBUSTION ENGINE Filed Jan. 22, 1948 8 Sheets-Sheet 6 oct. 21, 1952 A. SCHWARZ 2,614,546

INTERNAL-COMBUSTION ENGINE Filed Jan. 22, 194e 8 sheets-sheet 7 ArToRNEYs Oct. 2l, 1952 Filed Jan. 22, 1948 Wg, M0 @a A. scHwARz 2,614,546 y INTERNAL-COMBUSTION ENGINE 8 Sheets-Sheet 8 INV TOR ATTORNEYS cc., the end clearance will be about 100 cc. Assuming that the engine operates at perfect volumetric efiiciency, then, when the engine is on full throttle, the charge taken into the cylinder on each suction stroke will be 600 cc. at atmospheric pressure, and the pressure of the charge compressed into the end clearance on each compression stroke will be 6 atmospheres, disregarding the increase in pressure that results from the heating of the gas. When the throttle is partially closed for a reduced power output, the charge enters kthe cylinder at sub-atmospheric pressure and may be only such as to ll only one-quarterrof the cylinder at atmospheric pressure. Itis obvious that, when such a charge is compressed into the end clearance, the compression pressure will be much less than in the i-lrst instance, when the charge was supplied at full throttle; It is well known that an internal combustion engine operating with a low compression pressure requires a high fuel-air ratio and the fuel consumptionof such ran engine, which may be 0.5 'to' 0.6 poundper horse power hour under `normal Ylfull throttle operation, may rise to as much as 4 pounds per horse power hour, when the engine is operating with the low compression pressure vresulting lfrom throttled operation. Sincev the end clearance and compression ratio of such a conventional engine are :iixed, and the compression pressure depends on the throttle setting, it will be f' evident that such an engine must operate with poor economy under partial load, since any Vattempt to improve that economy will resultv in the development of compression pressures vat higher loads,y which 'will produce detonation.

Infthe engineof the invention, in which the compression ratio may be changed during opl erationA by lchanging the effective volume of the end clearance, the compression ratio may be varied inversely with `the Weight of the charge and thecompressionpressuremay thus be kept Vsubstantially constant throughout the range of the new engine into a plurality of separate spaces Y or` chambers serves another useful purpose, in that the walls of thechambers provide additional surface area, through which heat may be dissif pated. The amount of heat that must beremoved from the combustion zone of an internal combustion engine is in proportion to the Weight ofthe charge and, since, in the new engine, the total effective end clearance is varied directly with the Weight of the charge, the total heat dissipatu order'thatthe circulation-of the coolants to re-l move heat frorn .the two zones may' be at different rates selected to provide suiiicient cooling of the combustion zone to prevent detonation and toA avoid over-coolingV of the expansion Zone with subsequent loss ofpower. u In the combustion zone inaninternal combustion engine, Vthe-temperature is likely to exceed 4,000 F. immediately after the fuel is burned, while the temperature in the expansion zone, that is, the cylinder barrel, may be about 2,000 F. It is obvious, therefore, that the expansion zone does not require and should not have as much cooling as the combustion Zone and, in the new engine, proper cooling of the two zones is achieved.

The` provision of the primary combustion chamber, into which the major part of the fuel is injected, contributes greatly to the fuel economy of the engine, particularly at low loads, in that a fuel mixture sufficiently rich to be readily ignited may be produced in this chamber, the air for complete combustion of the fuel then being contained within the basic end clearance and in the other chambers, when they are used. In a conventional engine, in which the fuel-air mixture is drawn into the cylinder and compressed into a fixed end clearance, it is necessary, when operating on throttle and at low power output, to employ an over-rich mixture to insure.

ignition at .the low compression pressure and much of the fuel is unconsumed, because sum-- cient air for complete combustion is not available. In the new engine operating with the major part of the fuel supplied by injection, the injection preferably takes place during the compression stroke so that the richest mixture lls the pri-` mary combustion chamber only, instead of thel total end clearance volume, and the mixture in the basic end clearance is very lean. The total amount of air available is then such as to insure that little, if any, of the fuel will leaveV the cylinder unburned.

A further feature of the `new engine, which contributes to its performance, is the provision in accordance with the weight of the charge, and

that weightdepends on the amount of fuel injected, on the throttle setting, which determines the amount of air induced into the cylinder, and on the amount of supercharge, when the latter is used. The weight of fuel supplied should be correlated with the weight of air charge, whether by induction alone or by induction plus supercharge. Similarly, the amount of inert iiuid injected should be correlated to theweight of the fuel being burned. In order to coordinate these various factors, the engine is provided with a single control means, which may conveniently take the form of a shaft carrying a plurality of cams. The cams operate devices for controlling, for example, the interconnection of the basic end clearance with the additional chambers to vary the total eective end clearance, the weight of fuel injected, the weight of air supplied to the cylinder by induction, the weight of supercharged air, the amount of inert fluid injected, and the advance of the spark. The cams are formed on the basis of dynamometer tests to adjust the control devices to give best results throughout the range of operation and the operator may thus control the engine merely by rota-y tion of the control cam shaft.

The new engine includes various other features of novelty, which will be apparent from the following detailed description, when considered in connection with the accompanying drawings. In the drawings n Fig. 1 is a view in side velevation of a six cylinder engine embodying the invention;

2. is' arplazn` view :of the engine shown .'Figs.' Brand 4 are sectional views onthe. lines; 3-3 and 4-4 of. Eig/1', respectively;

`- liiigrifis a; view on the line 5 5. of. 4;

"Fifgi is asectiona-l: viewxonvthe line 6-6 of i Fig Zf'is'a perspectivenot a control mechanism for: operating, thefieng-ineY ofxFig. 1;,

VElige-Bus a. diagrammatic, view similar to 1.,` showing, circulation throughthe cool-ing, systems.;

Fig.; a. isa view inverti-cal: :section on the line: 9'&.of Eig. ile-of a modiiied..iorrn of. engineconstructed inV accordance withV the invention;

Eiga 1.0: and 1x1-are sectional. views on the lines LIL- ttl and-il l..-vi-I respectivelm, .of Fig.. 9:;

. Fig. -isasectional viewA on `the .line tE-I otE'iglfa;

.Fig; 1-3afis atransversesectional viewthrough; a*rotary*valvew in the: positiony that.' the valvey oc cupies Figvh 13;;

Figs..v 1+i, 151 and 161 Vare views'similar tc-` Fig. Y1-3'-'showing. the rotary valvein different operative positions; v

v1igs ..1eta,. 15e, and -l'aare sectional Views similartofliig. 13u-showing the.Y rotary Valve in thepositiona-in-which itfis shown inligs. 14, i5, and 16, respectively; Y

.17-.is a developed.view off the rotary valve showing-the-ports therein; f

vlfigfl: is a vertical `sectional*View et arnodif-v ed formfof thenewiengine;

a sectional. view `on "the linela- IAS offFsLlS;

. .2D-pis.- avertical-:sectional.view of a. modied form ot-the new engine.;

- Fig. v2l. issaisectional View on'thellinefil---Zi. 0i 20; Y

. Fig. 22 :isa; 1 diagrammatic vertical. sectional view' ci a form. of the new engine. provided with Opposed: pistonsg.- f

:Fi-g...23- is a sectional view, onan enlarged scale, on the line.23 -2.3- rif-Fig. 22;.- andv 'Fi'gs.-:24f and-25 are: sectional views. enfthelines 24F-'24 and. `?`52.5, respectively, ot Fig. 23;.v Y

.The new engine may aben of anfyeff thestandard constructionsbut, for the purpose-of: simplifying the explanation, two'main forms of the engine `are illustrated.,. one. being of the.-simple. reciprocating pistontype and the otherincl-uding opposed pis tons The. engine. illustrated Figs.. 1 to d is `01E the mst-type yand yit includes a jacletcd cylinder block-.2li containing. cylinders 2 I-, each of which thereuisa movable piston. 2.2. connected by a connecting rod-Reatov theiusual; crankon the 'main crank, shaft ot the engi-ne. Thecyli-nder `block isclosed at. its. upperv end .by a cylinder head. 21 which containsavalvecavity for eachcylinden.

the major portion of the cavity lying offset from f the cylinder Avat- -one side thereof.. The-.-block"is formed vwith apair oi'- lvalve seats'` at the bottom. of eachf cavity1 for'fan inlet: valve. 211 and arr eX.- haustvalvef 28,v respectively. A passage@ 9, the blockleads` to= each. inlet valve and: the inletpassages are connected to branches oi an inlet iria-nifol'dlv 31s, -tlzieencls` of Ythe branches being connectedto: the block inthefusualf manner; Similar passageslead--fromtheexhaustvalves tobranches 3 2 oan. exhaustmanitoldc. Infsuccessi'vc cavitiesv alongfthe. fbleck,. the. positionsy of. the inlet andexhaust valves; arereversedesorthat branches? 3ft-of the. .inlet manifold lead to. passa-ges for a.

pailggqifcplinders and-certain'of the branches 6. ofthe manifold arealso connected "to passages. leading fromafpair ofcylimlers.: i Each inietzand exhaustavalve has astem 34 passing through. a-guideI 35fin the wall. ofjits passage and,

' at its lower end, the valve stem has acanr follower is closedat'its; top by 'a cover zbolted tothe. head1 witha, gasket 43 between. The. head is formed With a boss 44' extending, along, the upper surface of. the lower wall of the head from. end. toend:

thereof and, above eachcylinder, there-is a; vertical extension. from the boss: containing; a4 chamber-145. The end of the. extension projects-through the: cover'- 42 and has athreaded top: opening,.in' which is insertedv aspark plug 4.6., A collar 4ll is threaded on the outside: of the portion ofv the. extension exposed above cover 42 andv theu col-larv has a hollow lateral projection. 41a, in which is inserted an atomiz-ing nozzle 49;. The nozzleextends throughfan opening in the Wallof cham.- ber 45% and. is held in `place by a collar 4'9 threadedz'on the outside of extension ll-a.,v I'henozzle is connectedby a linell to one cylinder Aofa ,fuel pump v5l provided witha control. rod 5ta.

The boss A has a. lengthwise.- cavity occupied. by a rotary valvew'E oil rod` form.. The. valve hasa plurality of main channels 5-3 in its. surface extending nearly completely circumferentiallyofthe; valve, andl a. passageld leads. from` the bot' tom. of eachfchamber llfiiy to registerwith. achannel. Branchchannels 55,4 565, 51 and 5B are alsa formed in the-surface'- of"the'valre vt0.-conn =.ct. Witheach main. channel 53:.. A. passage 6.0 leads through thebossto the top of each cylinder, each passage Gil. being aligned 'with' a. channel.r 513.,

The boss: 44 is: .formed with a pair of auxiliary o clearance chambers E i' S2. foreach. cylinder,

and` passages 63, 6.4- leadi from thefinnercnds of therre'spective chambers. to the surface -ofv the rotary valve: 52.. The: channels 55, 56, 5l, and 58. in; the.- surface: of the Valve arer formcdftoconnect passages l63,. 6d foreach of chambers Bi, B-Ztoa passage Gil. in. dii-ferent arrangements, depending .the 'angular position. of the rotary valve; Thus, when the Valve is in the position shown in Figs. 13 and 13a, the mainl channels 53- in the surface of the: valvefconnectail. the ljassages 54. to: their respective passa-ges` so that each chamber l5- is. connnunicationA with its4 cylinder. Atthe same tin-re, `allk passages 631,- 64 are closed. When val-ve; 5:2 :is turned ang-'ularly tn.. theV position shown Figst 14. andl 154115, yeach chamber vdii-remai-ns connected throughit's passage 5d, its-main channel 5:3, andv its passage 6ft to its cylinder.. Also, the cham-ber 16:1 for each cylinder is connected through its. passage yi-ts branm channel 55",..its

- main channel 53, and'its passage y'llftotlie cyliinder, so'l that. both: chambers @Franci 6J' are. effective; When the; valve is in. the. V.position shown in. Fig-s'.` l5 andi 15a-,each Acliarnb'erAS` is con.- nected'rasi previouslyy described, :to the: interior of its. cylinderA and the, associated chamber 62 is chambers '45s. and'. 1&2 are. enective; "When "the val-ve hasta@ pasaron shown Figs-,1s and 16a,

ammessev chamber 45 is connected to its cylinder as above described and both chambers 6| and 62 for each cylinder are connected through their branch channels 51 and 53 and their main channel 53 to the interior of the cylinder.

The wall 24a of the head lies inwardly from the outer ends of chambers 6|, '62 and has an outwardly extending flange spaced from the top of that part of the boss 44,-in which the chambers are formed. Each chamber 6|, 62 is closed at its outer end by a threaded plug 65, which can be moved into or out of the chamber to vary the volume thereof. The plug used may be solid or hollow, the substitution of one type for the other making possible a further variation in the volume of the chamber. A cap plate 68 is secured by bolts 6-1 to the head to overlie the ends of the plugs, and the plate bearsvalong its lower edge against the head and block and along its upper edge against the edge of the flange extending from wall 24a of the head. The interior of the cap plate is open to the interior of the head throfugh the space between the lower end of wall 24a and the top of that part of the boss 44a containing chambers SI, 52.

The space between the face of each piston at the top of its stroke and the lower surface of the head 24, plus the space within the cavity 25 in the head for the cylinder constitute the basic end clearance, which is ordinarily supplemented by the volume of chamber 25 and may also be supplemented by the volume of chamber 6| or chamber 62 or the combined volumes of the two chambers, by adjustment of the rotary valve 52. The total effective end clearance of the engine may, accordingly, be varied in accordance with the requirements of different conditions of operation and the range of variation may be increased by changing the positions of plugs 65 or by replacing solid plugs with hollow ones. The interior of the head 24 is connected by lines 68, 69 to a radiator 10, and a coolant is circulated through the interior of the head and the radiator by a pump 1|. When chambers 6| and 62 are cut off from the cylinder, there is less transmission of heat through their walls to the coolant than when they are connected to the interior of the cylinder. Accordingly, when either or both chambers are connected to the cylinder, the effect is both to increase the total end clearance of the engine and also to increase the surface, through which heat may be conducted to the coolant owing through the head. y

The inlet manifold 3| may be provided with a throttle valve (not shown) and be open beyond the throttle valve to the air, so that only air is drawn into the cylinder by the downward movement of the piston on the suction stroke, but preferably, the intake manifold is connected to a carburetor 12 through a vaporizer 13. The vaporizer includes a plurality of sections 14, each having upper and lower walls 15 and hot exhaust gases are supplied to the interior of the sections by inlet pipes 16a and led away through outlet pipes 15b. A plurality of tubes 11 extend through each vaporizer section, each tube having an enlarged end 18 terminating flush with the top wall 15 of its section and a lower end 19 of diminished size, which projects into the enlarged upper end of a tube 11 in the next lower section. With this arrangement, as the fuel-air mixture leaving the carburetor passes into the vaporizer section, it is drawn through tubes 11, slightly compressed, as it passes through the small end 19 of each tube, and then expanded. Any droplets of fuel that leave the carburetor are broken up by passage through the vaporizer, and complete vaporization oi' the fuel is effected by the hot gases by the time the fuel leaves the vaporizer.

The crank shaft of the engine carries a gear 8| connected by ka chain 82 to a gear 83 on the shaft 84 carrying the valve cams. A second gear 85 on the cam shaft is connected by a chain 86 to a gear 81 on the shaft 88 of the fuel pump 5|. Between gears 83 and 85, the cam shaft is connected through skewed gearing 89 to a shaft 90 running at its lower end in a thrust bearing 9| and connected at its upper end through gearing 92 to a shaft 93, the purpose of which will later be described. The chain drives are enclosed within casings and the cam shaft 84 extends forwardly and, on its exposed end, carries a pulley 94 connected by a belt 95 to a pulley 96 on the shaft 91 of a pump 98, attached to a housing 99 secured to the front end of the head 24. Pump 1| may be mounted on top of pump 98 with belt 95 driving a pulley 1|a on the shaft of pump 1|. forward end. The intake of pump 98 is connected by a duct |0| to the interior of the jacket of the cylinder block 20, and the pump outlet is connected by a line |02 to the top of a radiator |03 beneath radiator 10.' The bottom of radiator |03 is connected by a line |04 to the'lower part of the jacket of the cylinder block.

The lower wall of the head 24 is provided with a pair of bosses |05, |08 extending lengthwise thereof and lying above the cavities 25'for the cylinders. Boss |05 is hollow and contains a rotary valve |01 in theform of a tube having an opening |08 for each cylinder, the openings being offset angularly about the valve in the order in which the cylinders are fired. A passage |09 leads through the lower wall of the boss from thesurface of valve |01 to the interior of each cavity 25 above a cylinder. The shaft 93 extends through the front wall of the head 24 rinto the forward end of valve |01 and is connected thereto, and the driving connections, through which valve |01 is rotated from the engine crank shaft, are such that each cylinder is connected through its cavity 25, passage |09, and opening |08 to the interior of valve |01 once per cycle. At the rear end of the engine, the end of a line ||0 extends through a gland into the interior of valve 01. The line may be connected to a source of air under pressure, which may be contained in a tank l2 at relatively high pressure, the tank being connected through a reducing valve 3 to line ||0, so that the air entering the valve |01 is at a pressure of twenty pounds, for example. If desired, the pressure within the tank ||2 may be maintained by a pump driven by the engine, the output of the pump passing through a cooler to the tank, so that the latter contains cold cornpressed air.

The boss |06 is hollow and it contains a rotary valve ||4 in the form of a tube having an opening H5 for each cylinder. Passages ||6 lead through the wall of boss |06 from the several cavities 25 to the surface of valve ||4 in registry with the respective openings ||5. The openings ||5 are offset circumferentially about the valve I4, and the arrangement is such that, as the valve is rotated, the cavities 25 of the cylinders are connected once per cycle through passages I5 and openings ||5 to the interior of the valve ||4. At the forward end of the engine, a shaftl ||1 extends through the wall of the head into the end of valve Shaft 91 carries a fan |00 on itsr ||4 and is connected thereto.

bustion .-isfcomplete..

The engine `ma;l be controlled `by a control cam Shaft |22 ,mounted forrotation in :suitable bearings- :and y.operable by .a crank |23, a pedal. tor other ,suitable means. .'-Ihe ShattJ -carr-iesa plurality fof .cams |24, andleyers |25. provided .with .cam lfollower rollers engaging the respective cams, are. mounted for swingngymovement on a-.Iod :|25 .extending ,parallel to shaft 2,2. iEach lever 4.25 is :acted son ,by a spring A|21 to .hold .its

rollerinoontact with its roam. The ,levers |25 .are

connected to the various :control .fdc-.vices en the eng-ine, as, `tor -example onefof thelevers may be cnrmectedfto :air `control valve H3, the :second to the inert .fluid oontrol valve |2-I., the third to the lever .lzabontrolling thebutterrly valve of carvlou-retor 1.2,- 4and the four-.th to the control rod .51a v.of the .-fuei pum-p 5|.. The lever |25 .associated with lthe .fifth cam may be employed :to con trol the-advance .off the :spark and the :sixth lever `-niay .bentilized to .vary ther/.angular position -of the ,rotary valve .52, .For the latter `pur-nose, the lever-may be connected to :arm 1.2.8 xed 4on a .Short shaft .52a extending into 4.one end of val-ve ..52 .andsecured thereto. The 4 i.orrnsofcams |24 are determined 1by dynamome'ter tests, so that .as camshaft |22 .is-swung 1to different positions, .the ,cams will .canse the several control devices .to beA adjusted for. :optimum performance of the 'engine yunder varying conditions.

` '-Iherenginey illustrated vill Figs, 9 to 12 inclusive, `is .similar ito that abo-.ve described, except that it contains no rotary valves similar tto val-ves I|115 and H4. The water j aoketed cylinder block flzcontainsla plurality'ofcyli-nders |311., eachcontai-hinge. piston 1.34 connected bya-,connectingrod |32 of a l.crank @n themain .crank shaft. Block |29 .is jprovided with a 'head 3,3, .-thev.to,.p of which is closed by a cover |34'. The bottomzwall ofthe .head ,is rformedyvith .a Aplurality of valve .cavities .L3 5,.. I.one .for each cylinder, each .cavity Lparti-ally .overlying the .cylinder at tone .side thereof. The bloc-his .formed with a :pair -of .valve seats .|36 beneath each .cavity ,and :an rexhaust valve 1.31 cooperates xwith lone seat. vand .an inlet valve 13 8 ycooperates with .the other. Apassage |..39.leads l.sages being connected to .bhahches .0f .an inlet manifold Aand ,an exhaust manifold. respectively.

. Each valve Ahas astem ,|40 .extending througha.

.sion .|41 .above each cylinder, Ithe .extension pro- The nozzle .extends through an. fop.citrine.in .the wal-.1 ofY .the extension |41 and into the interior of the .chamber |53 Within-the extension.

nozzle is connected. to .one -oyalinderfof a iuelgpu lo' .by :aline 5ta.

A .passage |54 lleads through the Wall. 015cm@ boss |115 from the bottom :of each.chamber..|z5.3 .to .the surtace of a` rotary value. 14.6. .The notary valve has .a .plurality -of circumferential channels |55 :registering -w-ith the lpassages. |54 land-with respective passages y|56 .leading through .the =boss to the .tops .of vthe cylinders. .'.Ihe rotary valve is provided with channels correspondingto-ehanr nels ,5.3 .and-bs, inc., of valve 521mg. .l'lggand it projects .beyond one .end of headJ-Sand ,carg- .ries .an .arm |51 by which it may bcplaced ferent angular positions 1 v Boss .|45 .is-.provided with .a .pair of hollow lat- .eral extensions deh-hing chambers |548.. .L59 l.above peach cylinder, chamber 15.8 4beine somewhat .smaller .than chamber |59. FIT-he .chambers have passages |5811, ,maa .lead-ine therefrom to the sur? tace of rotaryvalye 1.45. The .formationof .the

` cnanneis .on .the surfaceof the rotary 1val-ve such that, in .all angular positions .of adjustment of valve |46, 4each ehalhber :L53- is ,connected .through ya 'channel the. surface of the. valve toits zcylinder. .In v:one .position ofv valve 14,6... .chambers |58, I|59 are both cut ofr'rr-.om their cylinder, While, .inother :positions ofvalve-JAS.

.chamber ,|58 or .chamber L59 or .both .chambers vare..connected to Atheir,cylinder. y

'The .engine illustrated inFgs. 18 [and 19 in: cludes. a. water jacketed cylinder iHH-containing a piston |...6.| .and closed atits top by -aihead formed .with .a cavity los .abovethe @seats` for valves 1.64, .1.6.5. The yhead .is .fOr-med with .alonsitndinal hollow .boss Laty containing a..chatober- Lli' above .each cylinder. 40

is v.closed .by a ycover .land the vvall o f .the

`.chamber lprojects .through .the cover. A collar |59 is threaded on the nroiectins end .of the .chamber .and the Acollarihas aflateral'extension |110. in which .mounted aiuel atomiaihehozzle |111, the hozale .extending through an .openingL :in the wall 1.of .the chamber. ,At ,itsupper end, the chamber is .closed .by a .spark plus ,|12 .threaded in place. l

A passage |73 leads through boss 1&6 the .bottom of chamber .L61 to Ythe .surface ,ofiarotary valve IIfl within the. hollowv 'interior ...of ythe boss.. Beyond the valyerthereisa passage .|15

y .leadihginto 'the 'top oi theoylinder. 'lhejboss :55 `from .each valve.,v the .inlet `uand .the exhaust pas.-

:closed zat-its upper :endby a .Spark-Plug M8. .A

collar |19 is threaded .on.,.the'.ploa'ectng :end-of vthe extension, .the .collarhaylng a lateral heck 15|), ,in .which istmountedlanatomizihg .nozzle L5 ..held in fplace by .a mit .l 52 ion-lthe. end-of -the fricoh.

|66 has a lateral extension. '|16 deninsacham.- .ber Hi8., .and a .passage .leads .frcmithe .inner ehdolfgthe chamber tothe suriace i .Thc valve fis .so .constructed that .1 one' tion., both chambers .ii'ltandjllane coil 'to the interioro'f. the. cylinder. While/Ll. a

ond position, chamber |51 .alonefisconnected .to

the cylinder.

A piston 'I"|.9z'ls mounted in.chamber 'llland jhas .a .rod |89 which projects through a .cap/L8] ...closing the outer end of .the chamber. A .spring 1,82 encircling the y.rod .bears .atene .endagainst the cap and. .at the` other end.. :againstadiSc 118.3 fast on .the .mathe spring tendihstomove the Piston toward .the .outer -ehd of .chamber .llllll` ,A shait .2| 84 ismounted beyond `theouter end' trod 1.8.0 and the .shaft carries .a loam 1.85....b ar'hlg v-against the outer .endlof .the rod. By angulo; adjustment. of. the .shaft andoam, .the. `pistoln.,|.19 may be moved .inwardly .of .the .cylinder .isnt the resistance of'sprng |82. The .bottom wall-.of .the head.llisformedjwth The top .of the vluead a longitudinal boss |86, which is hollow and con` tains a hollow rotary valve |81. The valve has a port |88 for each cylinder, the port lying in position to be brought into registry with a passage |89 leading through the boss into the top of the cavity |63 of the cylinder. Cold compressed air or other fluid may be supplied to the interior of valve |81 and the ports |88 in the valve are so positioned and the valve is rotated in such timed relation to the crank shaft of the engine that, once per cycle and at the desired time in the cycle, the fluid contained within the valve is supplied to each cylinder.

The operation of a single cylinder of the engine shown in Figs. 1 6, inclusive, may be as follows. Under a light load, the primary combustion chamber 45 is connected through valve 52 to the cylinder, and the auxiliary end clearance chambers 5| and 62 are cut off. The carburetor supplies a very lean mixture to the cylinder and, if desired, the fuel supply to the carburetor may be cut oif, so that only air is supplied. The charge of air or lean mixture drawn into the cylinder on the suction stroke is compressed'on the compression stroke and a part ofthe charge enters the primary combustion chamber 45. During the compression stroke, the injection of fuel through nozzle 48 and chamber 45 starts at about 35 ABC and continues to about 90 ABC. The fuelvis vaporized in chamber and the fuel-air mixture in the chamber is ignited by spark plug 46 a few degrees before TDC. The mixture in the primary combustion chamber is sufficiently rich to be readily ignited, but the chamber contains insumcient air for complete combustion of the fuel. Sufficient additional air for complete combustion of the fuel is, however, contained in the basic end clearance made up of the space above the top of the piston atY the upper end of its stroke, such space including the cavity 25 for the cylinder.

The burning mixture, accordingly, travels through passage 54, channel 53 in valve 52, and passage 60 into the cylinder, where its combustion is completed. At this stage of operation, the engine'` is operating at a compression ratio depending on the relative volumes of the piston dis'- placement and the total end clearance, which consists of the basic end clearance plus the volume of chamber 45.

As the load von the engine increases, control cam shaft |22 is moved angularly so that 'the fuel pump cam thereon causes additional fuel to be supplied to the primary combustion chamber by the pump. Additional air is required to effect complete combustion of such fuel and the air is supplied through the carburetor by adjustment of thebutterfly valve thereof by its cam on shaft |22. With the charging of additional fuel and air, the compression pressure increases and, if no change were made in the setting of the rotary valve 52, the compression pressure might, in time, reach vsuch a value that detonation would occur. The cam on shaft |22 controlling valve 52 is so formed, however, that, when the compression reaches a selected value, valve 5| is shifted to connect chamber 6| to the cylinder. The total effective end clearance is thereby increased by the volume of chamber 6| and the compression ratio is decreased accordingly. As the charge is further increased'to meet the requirements of the engine, lvalve 52 is adjusted by its cam'so that at the proper time, chamber 6| is cut out and chamber k62, which is larger than chamber 6|, is connected to the cylinder.

The adjustments of lvalve 52 as described make l'so it possible to operate the engine with four differd ent compression ratios and to maintain the compression pressure under different conditions of operation within such limits as to prevent detonation.- The sizes of the chambers relative to one another and to the combined volumes of the basic end clearance and chamber 45 will depend `upon the detonation characteristics of the fuel, with which the engine is to be operated. Whileit is desirable, in order to obtain the best power output, to use a relatively high compression ratio, a ratio appropriate for use with a high octane fuel would be too high for a low octane fuel. When conditions demand, the volumes of chambers 6|, 62- may be increased or decreased by adjustment of the plugs 65 in the ends thereof or use of plugs of different types.

When the engine is running at full throttle, an increase in power may be obtained by supplying cold compressed air to the cylinder during early part of each compression stroke. For this purpose, valve |3 is opened at the proper time by its cam on the control cam shaft |22 and the air enters the rotary valve |07. The valve |0| rotates at cam shaft speed, so that the port |08 therein is open to passage |09 leading to cavity 25 once per cycle and at the desired point in the compression stroke. The cold compressed air may be introduced into the cylinder through any part of the operating range of the engine, but will ordinarily not be used except at full throttle.

At any time in the operation of the engine, valve |2| may be opened so that inert fluid, such as water, is supplied under pressure to rotary valve Htl. Like valve |07, valve ||4 rotates at cam shaft speed, so that once per cycle, the port ||5 is open to passage ||6 and a small quantity of inert fluid is supplied to the cylinder through cavity f5. The vfluid is injected on the power stroke after combustion is completed. The fluid absorbs heat and its expansion so adds to the power output.

The inert iiuids that may be injected through rotary valve ||4 may -be water or gaseous knock Suppressors, such as cold exhaust gas, but lthe valve may also be employed for the introduction `of secondary fuels, such as alcohol and alcoholticularly when'idling, since, under such conditions, only the primary combustion chamber is supplied with a fuel-air mixture sufficiently rich to be easily ignited. Some of the advantages of the new engine, however, are made available, when it is operated with all the fuel supplied by the carburetor and no fuel supplied by injection. The provision of the auxiliary end clearance chambers 6|, 62 makesit possible to operate the engine during idling with a compression ratio, which would be undesirably high at full throttle operation. The high compression ratio improves the efciency of the engine but does not produce excessive compression pressures, because the fuel-air mixture is supplied at subatmospheric pressure in the lower part of the-throttle range. As the operation of the engine approaches full throttle operation, the total elfective end 4clearanceis increased by means of the auxiliary end clearance chambers, so that the compression ratio does not produce -a compression pressure at :full throttle,` which would be .likely to. produce ldetonation.

`f'heprovision of the means .in the .new engine 'for 'varying the 'compression ratio 'also adapts lthe engine for operation by means of-producer gas. Operation 'of an :engine Withthatgfuelrequires a vcompression ratio 'between :10 and ..15 .to 1 asv 1:compared withthe usual compression ratiosof -6 or 7 to 1 for operationwith :ordinary fuels. By proper formationgand controlof the :auxiliary end vclearance chambers. the engine may be started. :on gasoline with .a ysuitable comlpression :ratio 'and thenswitched over to opera- `tion on producer gas .at'the 4necessarily higher lcompressi-on ratios. This shift may :be readily accomplished by properformation ofthe rotary valve controlling :thechambers `so that, in one tive fand, in another position, both 'chambers are /cut out, T-h'e operation Yof the rotary` valve as described may .be accomplished `by means of a 'cam of proper form on the control camshaft.

The vengine shown 'in Figs. -9 and .10 is -similar in its mode of` operation to that :shown in Figs. 1

'to 6, inclusive, but includes no .means for introducing iluidssuch as cold compressed air, Water, .9. rgaseous anti-knock agent, eto.,.into the cylinder vduring operation. The engine, however, .includes the 'chambers |58, |59, which may be used .for

varying the compressiontratio and. maintaining the;v compression pressure Within a desirable '.range. These chambersare utilized for this purpose inthe same manner as chambers 6|.' v|52 in i the engine of Figs. 1 to 6, inclusive. Y

The engine shown iniFigs. 18, 19 includes a primary .combustion chamber |61 for each cylinfder Yand also a single auxiliary chamber |18 for each cylinder, 4which may be usedto increase the total'effective end clearance volume forthe purposes above described. y'The chamber ,|18 isf of variable effective volume as vdetermined by the positionof the piston |19 therein and shaft |84 with its cam |85 may be used to move the piston within the chamber, as desired. .With thepiston in the position illustrated', the volume .of cham- An vengineof the type vshown in Fig. 1'8 :may be I,

advantageously employed for operation With'b'oth ordinary `fuels and with producer gas. The eng-ine may be started on an ordinary fuelsuch as gasoline, and with the'piston near the outer lend of the cham-ber |18, so that the compression Xratio'is appropriate for gasoline operationvand lies between 6 and '7 to .1,.for1 example. When the changeover to producer gas operation is to be made, a'jmuch .higher compression ratio of 'l'Oor more to lis necessary and, accordingly, .shaft |84 is moved angularly, so that cam"|85 moves the piston to its innermost position. In an engine, which is to be operated alternately with gasoline and producer gas, the cam |85 may be mounted on a control shaft, such as shaft |22, or shaft |84 may be actuated from 'the control cam shaft.

`l'he cams on the control cam shaft for such an engine will then be shaped so that, on movement of the cam shaft as described, the various control devices on the engine will be actuated apchanged.

effected by a single simple adjustment 'of the main control means.

The `engine shown 'in Figs. .20,:21'includesa Wa-terj'ac-keted cylinder v|98 'containing a ,piston 19|., the fcylinderbeing closed at its top by a head |92. The head is formed 'with a chamber |93 yccnnec'tez'i to the cylinder vthrough ajpassa'geviS/l `and foon-taining a piston '|95 having a .rod 4.95., which extends through the removable end wall |91 'ofthe chamber. The rod carries aro'ller |98 'at its .outer end, which .bears against a cam |98 on acontrol cam shaft 28|), so that, byrotationof -the shaft, -the piston can be moved to different The 'wallpf the positions IWithin chamber |83. chamber. vhas Va tapped opening, .in `which is inserted a spark plug '26| 'and .the wall vis provided with another opening, in which is inserteda fuel .nozzle i202, thenozzle being .held in place rby a 'collar 22o? threaded ron 'a .boss 205 through which '.thenozzle extends. l

In the `.engine shown .in .'Figs. 1'20, '21, thetotal effective end clearance consists of the ,spacera'bove the face'of the piston Yat the topof its stroke, .including the valve'cavity .2 |15, plus the yvolunnecof .passage llland 'thespace in chamber |83. The volume of chamber .|93' available for/end :clearance purposes varieswlth the position nf .piston in the chamber, fso .that theV totaleffective end clearancel volume is variable 'and' the :compression vratio lof the engine may be correspondingly 'The engine vshownin Figs. A22 to 25,;inc'lusive,

of the opposed piston 'type anditfincludes a cyl'- inder 206., .in which reciprocate pistons 1201., i208.

.12 It to a-.crankf2l'1' on .shaft 2|4.ly'ing rbetween lcranks 213. The cylinder Wall iis formed with a vthe pistons approach each other, .the exhaust ports and the inlet ports are closed in `that order and the charge is compressed in .the space 222 within the cylinder between the vfaces ofthe pis- .tons when they approacheach other mos-t closely. The space 222 is, therefore, the end clearance and, whereas, ina simple singlepist'on engine, theen'd clearance 'is defined in part by the face of the piston 'andiin part by a stationary Wall, namely, the cylinder head, in an opposed piston engine,

v,the end clearance may be considered asA defined -in part by the face of a pis-ton and the surface of a movable Wall, which is the face of the other piston. In a conventional opposed piston engine, the space 222 constitutes the total end clearance l and it is of constan-t volume.

The cylinder of thev new engine, in the form shown 1n Figs. 22-25, inclusive, is provided with .an outward extension 223 `from its wall opposite the' space 222 and the extension' has a Vertical portion containing archamber 22:1. The chamber has an outlet passage 225 at itslower end leading to a surface of a Valve 225 mounted for rotary movement ina passage in the extension. Out- Wardly from the cylinderv beyond Valve 22S, the extension 223 is formed with a pair of chambers 221, 228 or" diiierent size and having outlets leading `to the surface of valve 22 6. Valve 223 is formed with channels in its surface, so that it iS ofthe same general construction as valve 52, and can be moved to diierent positions to connect chambers224, 227,' and 229 to a passage 229 in the extension leading to space 222 Within the cylinder. A spark plug 230 is mounted in the outer end of chamber 22d and a fuel nozzle 23| connected to a fuel pump is mounted in the wall of chamber 224` near its outer end in position to inject iuei into the chamber.

In the engine described, the space 222 is the basic endv clearance, and, in the operation of the engine, 'chamber 22d is at all times connected to the basic end clearance through valve 225. At the propertme in the cycle, fuel is injected into chamber 22d and ignited and the burning fuel issuing from chamber 222 is completely consumed because of the air available in the basic end clearance and in chambers 221 and 223, when they are used. When the engine is idling, or operating under low load, the primary combustion chamber 224 is the only one of the chambers connected to inder head' having a rst passage connecting said rotary valve with said cylinder, ,anextension member integraly With and extending upwardly from said boss and dening a primary combustion chamber connected to said cylinder through said rotary valve and said first passage, charge igniting means positioned in said extension member, fuel injection means positioned in said extension member, said cylinder head having auxiliary end clearance chambers communieating with said rotaryfvalve, means responsive to throttle setting operably connected to said rotary Valve for additively connecting said auxiliary end clearance chambers to said cylinder as the throttle setting is increased thereby reducing the compression ratio, a second boss formed in the cylinder head,- a first rotary tube vpositioned within said second boss and having an opening therein, said cylinder head having a second passage therein connecting said tube with said cylinder, tube rotating means rfor rotating said tube, and means for supplying duid medium to said tube for delivery to said cylinder during the combustion phase.

- 2. In an internal combustion engine as defined in claim 1 and including a third boss formed in4 said cylinder head, a second rotary tube posithe basic end clearance but, as the weight of the reduction in compression ratio, Valve 229 is moved to a position, in which allthree chambers 2213, 227, and 223 are connected to the basic end clearance. The engine thus functions in the same manner as the engines previously described and, if desired, may be constructedtc include means for supercharging and for the injection of. an inert iiuid.

yThe engine illustrated and described operates on the Otto cycle with the charge ignited by a spark plug. It will be apparent` that vthe new engine may be of the diesel type, in which case auto-ignition of the charge occurs because of the compression pressure developed.

I claim:

l. In an internal .combustion engine having a cylinder block containing a cylinder, a piston movably mounted in said cylinder and a throttle control means, the improvement which comprises a cylinder head mounted on said block over said cylinder, said cylinder headhavin'g a rst boss positioned over said cylinder, a rotary valve positioned within said iirstboss, said cyltioned within said third bcssand having an opening therein, said cylinder having a third passage lconnecting said second tube With said cylinder, means for rotating said second tube, and means for' supplying fluid medium to said second tube for delivery to said cylinder during the combustion phase,

3. In an internal combustion engine as defined in claiml wherein the'throttle control means is operably connected to said tube rotating means for coordinating the operation of said tube rotating Ameans and said throttle control means in a predeterminedmanner in accordance with throttle setting. 1

ALFREDSCHWARZ.

REFERENCES CITEDv The following references are of record in the le of this patent:v

Y y UNITED STATES PATENTS Number Name Date '741,824 Pehrsson Oct. 20, V1903 1,094,329 Henderson Apr. 2l, 1914 1,139,106 Cutler May 11, 1915 1,384,931 Ingram July 5, 1921 1,751,231 Leonard Mar. 18, 1930 1,787,326 Sanders Dec. 30, n1930 1,821,396 Nal-din Sept. l, 1931 1,962,134 Brubaker `June 12, 1934 2,001,535 Lang May 14, 1935 2,114,924` Kahllenberger Apr. 19, 1938 2,142,466 Wagner Jan, 3,1939 2,163,015 Wagner l June 20, 1939 v FOREIGN PATENTS yNumber Country l kDate 5,947 Great Britain Mar. 9, 1911 l6,508 Great Britain Mar; 15, 1911 

